Vehicle suspension mechanism



June 16, 1942.. RQNMNG' 2,286,576

VEHICLE SUSPENS ION MECHANISM Filed Jan. 27, 1941 2 Shee'ts-Sheet 1 3 3o 27 ADQLPH RONA/we fQ- June 16, 1942; A, RONNING VEHICLE SUSPENSION MECHANISM 2 Sheets-Sheet 2 Filed Jan. 27, 1941 gwum'vtov ADOLPH Rom/1N0 Patented June 16, 1942 UNITED STATES PATENT OFFICE? VEHICLE SUSPENSION MECHANISM Adolph Running; Minneapolis, Minn. Application January 27, 1941 Serial No. 376,163

I (or. 280 104) 2 Claims.

This invention relates to differential or compensating wheel suspension mechanism for land vehicles. p

The primary object of the invention is to provide mechanism of this kind which is so constructed and arranged that it will permit travel of the several supporting wheels of a vehicle over irregular ground surfaces with a minimum of vertical movement of the supported parts of the vehicle, and with equal load distribution to all of the wheels at all times. Another object is to provide apparatus of this. kind in which a plurality of pairs of wheels are supported to permit relative, difierential movements in up and down directions in response to contact with uneven ground surfaces and with the individual wheels of each pair furthermore differentially connected for the same purpose and action. Still another object-is to provide multiple or plural differential wheel mountings of this kind embodying also spring suspension for the wheels and providing for steering movements of such wheels as may be required.

These and other more detailed and specific objects will be disclosed in the course of the following specification, reference being had to the accompanying drawings, in which- Fig. 1 is a plan view of a rear corner portion of a vehicle showing the same as equipped with plural differential and spring suspension for two pairs of ground wheels, there being certain parts of the vehicle frame broken away to better illustrate structural features of my invention.

Fig. 2 is a longitudinal vertical section along the line 22 on Fig. 1 showing a rear group of wheels with the outer or nearer pair individually difierentially adjusted and the inner pair as elevated by differential adjustment relative to said outer pair.

Fig. 3 is an enlarged section along the line 3-3 in Fig. 1.

Fig. 4 .is a plan view of a trailer type of vehicle equipped with three, four wheel groups, and with the forward group arranged for steering movements.

Fig; 5 is an enlarged side elevation of a for ward portion of the trailer ofFig. 4 showing the tive vehicles, bogies, gear carriages, road graders,

implements and the like.

The frame A includes longitudinal main beams B and C connected'at spaced points by rigid cross beams D and which support outwardly located and longitudinally extending side beams E. The frame may have any usual type of platform or superstructure F, and forwardly the beams B and C are goose-necked upwardly as represented at G in accordance with the usual practice in devices of this kind, and fore ends of the beams are joined by a rigid forward cast ing or nose member H.

In accordance with my invention the vehicle is supported by no less than twelve ground wheels arranged in three groups or assemblies, of four .wheels each, and with said groups located in triangular formation. That is, a forward group, designated generally at I, is located beneath the goose-neck or kick-up G in a central position (transversely of the vehicle) while the remaining two groups, designated at J and K, are located at rear cornersof the vehicle with the respective wheels normally in transverse axial alignment. As a result of this arrangement partially, but

mainly due to my novel plural or multiple differential connections. hereinafter described, the.

weight of the vehicle and its load is thus transmitted to the road at twelve points spaced over a large area to thus widely distribute load stresses and thereby greatly reduce the possibility of;

damaging the road surface.

Inasmuch as all three of the wheel groups, I, J, K, are substantially identical, only one will herein be described in detail and similar reference characters will then serve to indicate corresponding elements of the remaining groups.

Referring then to the left (looking forwardly) rear group J (Figs. 1 and 2) it will be seen that I provide two transversely spaced and substantially parallel right and left pairs of, ground wheels I0 and H with the individual wheel lfla.l llb and ll a-l lb of each pair closely spaced and with said pairs located respectively equal distances inside and outside of the main frame beam B. The wheels Illa-lflband. Ila-llb of the pairs are mounted on spindles lZa at the rear ends' of crank arms l2 which at forward ends are journaled into housings [3 arranged between the respective wheels. The crank arms may thus swing in up and down directions at their wheel supported ends about the transverse axes (I)? which they are joumaled into the hous mgs Within the housings l3 the crank arm's I2 are differentially connected so that an up movement of one arm alongside either housing will be translated into an equal down movement; of the other arm alongside that housing, to thus effect a differential or compensated upward and downward relative movement of the individual wheels of each pair. The type or exact construction of such differential connecting means forms no part of my present invention but for a disclosure of particularly suitable mechanismsreference is invited to my Patents 2,208,599, 2,208,600, 2,209,093, 2,209,094 and 2,209,095, all issued to me on July 23, 1940; my Patents 2,217,816 and 2,218,817, issued to me Oct. 15, 1940; my Patent2,222,857, issued Nov. 26, 1940; my Reissue Patent 21,685, reissued Jan. 7, 1941; and my copending applications resulting in Patent 2,236,734 on April 1, 1941, Patent 2,244,853on June 10, 1941, and Patent 2,254,451 on September 2, 1941.

The housings I3 each are provided with upper mounting plates or pads I4 to which are secured the rear ends of the main supporting arms or crank members designated generally at I5 and I6, and one of which is provided for each wheel pair I and .II. These members I and I6 extend forwardly from between the wheels of each pair alongside" a main or center difierential mechanism designated generally at IT. Said mechanism I1 is very similar in construction to that shown in my Patent No. 2,217,817 hereinbefore noted, although, here again the exact type of differential housing and connections is of no particular bearing on my present invention and thus such as shown in-my identified patents and applications may be used.

The mechanism I'I comprises a housing E which serves as a bearing assembly and includes upper and lower sections I9 and 20 detachably fastened together along a medial, horizontal parting line M by bolts 22. Bearings 2224 are formed on transverse axesin' the opposite sides J is transmitted through the connection between the beam B and the difierential mechanism I1 to the main crank members I5 and I6 and thence tothe differential mechanisms between the wheel pairs In and II, reaching the individual wheels through thecrank arms I2. Where the wheels travel over a plane surface all parts remain substantially in equilibrium except for such flexing movements as occur in the springs 36 and which provide spring suspension for the vehicle as will be apparent.

Now as either wheel pair I0 or II meets with a rise or depression in the road surface they will move upwardly or downwardly, as the case may be, swinging the associated crank members I5 or I6 in vertical, longitudinal planes about the journal axes in differential mechanism I1. The gear connections between the shafts 2526 will trans late such movements into equal but opposite movements of the other main crank member and it will be evident therefore that the wheel pairs and meeting surfaces of the housing sections, and

provided therein are the shafts 25 and 26 which extend laterally and oppositely from the-housing toward the main crank members I5 and I6, respectively. Anti-friction devices 27 and oil seals 28 are provided in the bearings for the usual purposes. The shafts 25 and 21B are spaced apart longitudinally, or in forward and rearward directions and within the difierential housing, connecting or rocker members constituted by meshinggears 29 and 30 are secured to the'shafts as clearly shown in Figs. 1 and 3. The housing is rigidly mounted by means of bolts 3| to the beam B forwardly of the wheels.

The shafts 2526 are the reduced rounded extensions of connecting or casting members 3233 which extend outwardly in opposite directions from the differential and which at outer ends are formed with mounting plates or pads 34-35 extended in forward and, rearward directions from the respective castings. The main crank members I5 and I6 are each made up of one, or more, quarter-elliptic laminated springs as represented at 36, and are here shown as each comprising two of such springs which at rear ends are clamped rigidly at 37 to the pads i4 atop the differential housings l3 of each wheel pair I0 and II. Forward ends of the springs are then extended beneath the pads 3435 and are rigidly clamped thereto by U-bolts 38, or similar fasteners.

In operation, the weight of that part of the vehicle A supported by the described wheel group may readily adjust themselves to irregularities in the road surface with a minimum of disturbance of the equilibrium of the vehicle itself and while at the same time maintaining equal load distribution to the wheels.

In addition. there may at any time occur differential, compensating movements of the individual wheels Illa-lob and IIaI lb of each pair through the differential connections between the crank arm I1. These differential movements will of course compensate for irregularities in the road surface met by the individual wheels to further and greatly contribute to vehiclestability and equal load distribution to all wheels at all times. It is evident therefore that by the plural or multiple differential actions thus provided that all of the wheels may adjust themselves to the road surface as may be required and no matter how irregular such surface may be.

It will be noted that the springs 36 making up each main crank member I5 or I6 are of equal length and therefore interchangeable. Also such parts as the members 32 and 33, gears 29 and 30, and housing parts, are interchangeable with corresponding parts of other wheel groups. The effective lengths of the main crank members I5 and I6 are, however, different since they swing about the relatively spaced axes of the shafts 25 and 26. The difference in the radii of the arcs described by these members in their differential movements is however largely compensated for by a difierence in the effective pitch diameters of the gears 29-30 as seen in Fig. 3, the larger gear being of course connected to the member I6 having the longer effective radius.

So far as structural details are concerned the other wheel groups J and K are identical as heretofore stated and all of the twelve wheels are thus arranged iordifferential "adjustments both individually and in pairs. The forward group I is arranged for steering movements as will now be described it being understood, however, that I do not limit myself to such arrangement of the wheel groups or assemblies and that any member of such groups may be used as may H. A hinge bolt 43is placed through these parts to thus support the arm 40 for angling adjustments in a horizontal plane and about an upright steering axis, as indicated at 44. As will be seen this axis line 44 falls slightly forwardly of the transverse axes of the wheels Ill of this forward group although, as a matter of fact, the steering axis may be arranged in the transverse vertical plane of the wheel axes or at any dis-- tance therefrom as may be desired. The angling adjustment of the arms 40 of course will bring about steering movements of the wheel group J as a whole to thus steer the entire vehicle. An apertured lug 45 is extended forwardly from the upper housing section [4 and a tubular tongue 46 connected thereto by means of a fork 41 and pivot'or clevis pin 48 to thus serve as both a draft and steering connection for the vehicle.

It is understood that suitable modifications may be made in the structure as disclosed, provided such modifications come within the spirit and scope of the appended claims. Having now therefore fully illustrated and described my invention, what I claim to be new and desire to protect by Letters Patent is:

1. In a heavy duty vehicle, a frame, suspension mechanism for supporting the frame comprising four pairs of ground wheels all arranged in substantial axial alignment under the frame and with two pairs of such wheels under each side portion of the frame, a pair of primary differential mechanisms secured to the frame at transversely spaced points, equidistant from the center, so as to proportionately support the two sides of the frame, two support arm's extending from each of said differential mechanisms and for swinging movements in opposite vertical directions through differential action of the mechanism, a series of secondary differential mechanisms, one secured to each of said arms, each of said secondary differential mechanisms being supported by one of said wheel pairs and operative to translate up movement of one wheel of the pair to a down movement of the other wheel of the same pair.

2. In a heavy duty vehicle, a frame, suspension mechanism for supporting the frame comprising four pairs of ground wheels all arranged in substantial axial alignment under the frame and with two pairs of such wheels under each side portion of the frame, a pair of primary differen-' tial mechanisms secured to the frame at transversely spaced points, equidistant from the center, so as to proportionately support the two sides of the frame, two support arms extending from each of said differential mechanisms and for swinging movements in opposite vertical directions through differential action of the mechanism, 'a series of secondary differential mechanisms, one secured to each of said arms, each of said secondary differential mechanisms being supported by one of said wheel pairs and operative to translate up movement of one wheel of the pair to a down movement of the other wheel of the same pair, said support arms being formed of spring material to thereby cushion the vertical movements of all the wheels with r espect to the vehicle frame.

ADOLPH RONNING. 

